EP2186707A1 - Method for determining an optimal migration - Google Patents

Abstract

The method involves migrating the lower pieces of a stretching corridor into two sections (A1,A2), and assigning a vehicle (F1) to one or multiple sections connected to the stretching corridor. The sequential migration of the sections with different succession is repeated. The optimal migration is determined from multiple determined migration scenarios. An independent claim is included for a computer program product has a program coding unit for determining an optimal migration.

Description

The invention relates to a method for determining an optimal migration from an initial technical equipment state to a final technical equipment state of a vehicle-traveled route corridor, wherein a technical equipment state represents the amount of all route system technical equipment systems, and the equipment initial state is the one on the route corridor existing technical equipment systems and the final stage of the technical equipment represents at least the equipment to be installed along the route corridor.

The demands on mobility and flexibility in passenger and freight transport are steadily increasing. In passenger transport, this can be attributed, among other things, to the fact that increasing environmental awareness is being established in society and the fact that, with rising energy costs, rail transport is becoming a real alternative. Due to the increasing number of goods to be transported, there has been a trend in freight transport over the last few years in the trend that the market wants to shift more freight transports to rail. In particular, in the context of cross-border services and goods within the European Community, it is necessary for the transport undertakings concerned to ensure that international rail transport is easily available.

The requirements for so-called interoperability, ie cross-border passenger and freight traffic, are very high. Among other things, it must be ensured that a rail vehicle cooperates or cooperates with the appropriate railway control and securing techniques of the respective country, thus driving on the foreign rail network is possible from the point of view of security. Today, this means that the corresponding rail vehicles must be provided with two kinds of equipment systems, which causes additional costs. If the rail vehicle is unable to interact with the railroad and safety systems of the foreign rail network, it is necessary to load the goods to be transported onto a railway vehicle equipped with them accordingly, which also causes increased costs in the transport. Because of this inflexibility of the rail system in terms of interoperability, many goods are still transported by road today, which is an environmental and economic burden.

The Federation of the European Railway Industry (UNIFE) has developed the ERTMS (European Rail Traffic Management System), which will in future be the system for the management and control of rail transport within the European Community, thus ensuring a trans-European rail network. One of the main components of the ERTMS is the ETCS (European Train Control System), which is to implement the function of train control within the trans-European rail network. In order to do so, it is necessary to upgrade the different train control systems of each country to the new ETCS, thus allowing easy cross-border rail transport. The introduction of the ERTMS Europe-wide, however, raises the problem that during the reconstruction or installation of the ETCS, the routes concerned can not be shut down for the duration of the reconstruction work. Rather, it is necessary for the transition from the different systems to a single system to be carried out during operation, without significantly affecting rail traffic.

In Wendel, Stefan: Corridor Rotterdam - Genoa, Your train, 6/2008 is described that the migration, ie the replacement of the old system by the Europe-wide new system, first of all takes place on so-called route corridors, which represent important traffic routes. These route corridors are chosen transnationally, so that a rail vehicle must be equipped with the current train control techniques of the countries through which the corridor leads.

The aim now is to convert such a complete route corridor to the new uniform system without interrupting ongoing operations. The article describes this in terms of the corridor that leads from Rotterdam to Genoa. It states in particular that a migration strategy must be in place both for the expansion and the dismantling of superfluous infrastructures, which is optimal both from a technical and economic point of view. Because in the long run, it makes no sense to continue to operate parts of the route corridor with the legacy system. As a result, full migration of the new Europe-wide train control system can only be gradual.

It is therefore an object of the present invention to provide a method with which an optimal migration strategy for a corresponding route corridor can be determined.

• Unterteilen des zu migrierenden Streckenkorridors in mindestens zwei Abschnitte,
• Zuweisen mindestens eines Fahrzeuges zu einem oder mehreren zusammenhängenden Abschnitten des Streckenkorridors,
• Ermitteln eines Migrationsszenarios durch sequentielle Migration der Abschnitte zu einem für den jeweiligen Abschnitt nächstmöglichen technischen Ausrüstungszustand, bis die Migration vollständig abgeschlossen und der technische Ausrüstungs-Endzustand des zu migrierenden Streckenkorridors erreicht ist, wobei nach der Migration eines Abschnitts die technischen Ausrüstungssysteme des jeweiligen Abschnitts mit den technischen Ausrüstungssystemen der den jeweiligen Abschnitt betreffenden Fahrzeuge zusammenwirken,
• Wiederholen des vorhergehenden Schrittes mit unterschiedlichen Reihenfolgen der sequentiellen Migration der Abschnitte und Ermitteln einer Vielzahl von unterschiedlichen Migrationsszenarien, und
• Ermitteln einer optimalen Migration aus der Vielzahl von ermittelten Migrationsszenarien.

The object is achieved by the method of the type mentioned in the present invention by the steps:

• Dividing the route corridor to be migrated into at least two sections,
• Allocate at least one vehicle to one or more contiguous sections of the route corridor,
• Identify a migration scenario by sequentially migrating the sections to a state-of-the-art technical equipment state for the section until the migration completes completed and the final technical equipment status of the route corridor to be migrated is reached, whereby, after the migration of a section, the technical equipment systems of the respective section interact with the technical equipment systems of the section concerned,
• Repeating the previous step with different orders of sequential migration of the sections and determining a plurality of different migration scenarios, and
• Determine an optimal migration from the large number of identified migration scenarios.

According to the invention, the route corridor to be migrated is first subdivided into at least two sections, with the subdivision of the route corridor taking place in sections, advantageously as a function of topological events such as national and state borders. After the subdivision of the route corridor has been carried out in sections, the railway vehicles traveling on the route corridor are considered. Each section is assigned the vehicles that drive the section concerned exclusively. If a vehicle is assigned to several sections, this means that such a vehicle can drive on several sections.

The next step is the determination of a migration scenario. In this case, the individual sections of the route corridor and, if appropriate, the vehicles belonging to the respective sections are successively migrated, so that after completion of all necessary migration steps the route corridor has the desired final equipment state. Specifically, in the case described above, this means that the entire route corridor is now provided with an equipment system which allows unimpeded rail traffic. Under such a migration step of a section can understanding that a technical equipment system will be added to the section or an existing technical equipment system will be removed from the section. However, at each migration step, it is necessary that, after the completion of the migration step, the vehicles covered by the section are technically still able to travel on them, ie that the technical equipment systems on the vehicles interact with those present in the section concerned. This requirement arises from the fact that it must be ensured throughout the migration that the vehicles can continue to drive on the appropriate section unhindered.

It will be exemplified that this may result in different equipment systems being present simultaneously either in the section or on the vehicles involved in the section. Thus, it is conceivable that in a first section a new equipment system will be added, whereby the existing equipment system in this section can not be removed until the vehicles driving the section no longer require the old equipment system. Accordingly, if such a vehicle has multiple sections, the old equipment system in one section may not be removed until all the other sections that the vehicle is traveling have the new equipment system as well. Accordingly, if the old equipment system is also removed from the vehicle, unimpeded traffic would no longer be possible.

The order in which the sections are migrated one after the other is freely selectable. In a next step, the determination of such a migration scenario mentioned above is repeated by always choosing a different sequence of migration of the sections, resulting in a variety of migration scenarios. These migration scenarios differ in each migration step in the respective technical equipment state.

After identifying all possible migration scenarios, the optimal scenario is selected from the large number of migration scenarios, which is most suitable for carrying out the migration of the route corridor. The determination can also be made advantageously in terms of economic aspects or temporal aspects, as well as in terms of technical equipment level.

Advantageously, the route corridor to be migrated is a track and the corresponding vehicles rail vehicles, the technical equipment systems are part of a Eisenbahnleit- and security technology. Thus, the method can be used to simulate the migration of a route corridor that runs through several states to the desired ERTMS and to determine the optimal migration strategy.

Advantageously, the order of sequential migration of the sections can be determined by assigning appropriate priorities, e.g. result from economic or technical point of view. Several sections can be assigned the same priorities. This can reduce the number of possible migration scenarios.

It is particularly advantageous if a determined migration scenario is stored as a directed graph. In this case, each node of the directed graph represents a technical equipment state of the route corridor, wherein each edge from one node to a next following node represents the migration step of a section. Such a migration scenario is completed when the last node (end node) has the desired final technical equipment state.

Such a directed graph may be, for example, a Petri net.

In order to further reduce the complexity, it is advantageous if in such a graph or Petri net such end nodes are determined in which at least a section of the route corridor still has a technical equipment system which does not correspond to the technical equipment system to be installed. That in other words, those states are sought in which the dismantling of the old system is not yet complete. If such a node has been found, this migration path is removed from the graph by first removing end nodes from the graph and then recursively deleting all nodes that exclusively lead to this end node.

This cleans up the entire graph so that only meaningful migration scenarios remain.

Furthermore, it is particularly advantageous if the migration of a section continues to take place depending on certain boundary conditions, such as the condition that only a vehicle-mounted dual equipment may be present. As such boundary conditions but it is also conceivable that only a trackside double equipment may be made or both a vehicle-side and a track-side dual equipment may be present.

Figur 1 a, 1b

- Schematische Darstellung eines Streckenkorridors mit drei Abschnitte und unterschiedlichen Ausrüstungssystemen;

Figur 2

- Abbildung eines Teiles eines Petrinetzes.

The invention will be explained by way of example with reference to the accompanying drawings. Show it:

Figure 1 a, 1b

- Schematic representation of a route corridor with three sections and different equipment systems;

FIG. 2

- Illustration of a part of a Petri net.

FIG. 1 a is a schematic representation of a route corridor 1, which is divided into three sections A1, A2 and A3. As can be seen from the figure, the A-1 train protection system is installed in section A1, which may be the Danish train protection system ZUB 123, for example. In contrast, in the two sections A2 and A3 on the track side, a system B installed, which may be, for example, the German train protection system INDUSI / LZB. As this train protection system is also used in Austria, route corridor 1 could extend from Denmark to Austria, so that section A1 lies in Denmark, section A2 in Germany and section A3 in Austria.

Furthermore is FIG. 1 It can be seen that in section A1 only the vehicle F1 drives, the vehicle F1 being equipped with the system A on the train side, so that the train-side system A and the track-side system A of the section A1 interact and a train protection is carried out in this area can. The second vehicle F2 is designed to travel in the two sections A2 and A3. The vehicle F2 is equipped with the train protection system B on the vehicle side, so that it interacts with the trackside installed system B in section A2 and A3 for the purpose of train control. Coming back to the example above, where section A2 is Germany and section A3 is Austria, the fact is that the vehicle F2 cross-borders and so on interoperability must be guaranteed.

The aim is now to equip the entire route corridor 1 with the train control system C, which may be, for example, the European European Train Control System (ETCS). For this purpose, both on the trackside as well as on the vehicle appropriate conversion measures must be made, so that a cross-border rail transport is possible.

Full migration to system C is in FIG. 1b shown.

The following describes the determination of a migration scenario with the following invention. To create such a migration scenario, the individual sections as well as the vehicles connected to the sections are migrated sequentially, that is successively, until the new system C is completely installed. In a first migration step, section A1 is migrated, so that in addition to the already existing system A, the system C is additionally installed on the line. The belonging to the section A1 vehicle F1 can continue to drive the route, although it is not yet equipped with the system C, since system A is still installed on the track and active. However, such a migration of section A1 is incomplete since the dismantling of system A has not yet taken place. Such a deconstruction can take place only when the vehicle F1 is equipped with the system C on the vehicle side. If this is the case, the system A in section A1 becomes superfluous and can be removed from the corresponding section in a second migration step, wherein it is important to note that there are no other vehicles that are in section A1 to the system A are reliant. This is the case here. After two migration steps, the section A1 would have been completely migrated to the system C, as in FIG. 1b is shown.

In a third migration step, the section A2 is now on the system C migrated, with a demolition of the old system can not be done here because the vehicle F2 is equipped only with the system B. Only when the vehicle F2 is equipped with the system C, could at least be a trackside dismantling of the system B in section A2. In addition, the system B installed on the vehicle F2 can not yet be removed from the rail vehicle because only the system B is present in the section A3. In this respect, the vehicle F2 still needs the system B in order to be able to drive on the section A3. If, in a next migration step, the section A3 is migrated and the system C is installed, the system B can now be dismantled on the vehicle F2 and the new system C exclusively installed, since in both sections, which are traveled by the vehicle F2, the corresponding System is present.

At this point, the migration could be completed, since in each of the three sections now the system C is installed and the vehicles F1 and F2 also have this system C on the vehicle side. However, such a migration scenario would make little sense, because in sections A2 and A3, still the system B is installed in parallel to the system C, although it is no longer needed in itself. Such a migration scenario would therefore be deleted from the pool of migration scenarios following the determination of the large number of migration scenarios since it would not be considered meaningful.

Contains the migration scenario FIG. 1a and FIG. 1b however, even in further migration steps, the dismantling of the system B in sections A2 and A3, the migration is also completely completed, and this migration scenario is then considered useful.

As a corresponding boundary conditions of the migration can be considered, for example, that only on-board or trackside dual equipment should be provided. By an appropriate prioritization of the sections can also be achieved that a certain Sequence of migration of the sections should be adhered to.

Upon completion of a determination of such a migration scenario, other migration scenarios are created with different sequences of migration or different strategies. For example, it is conceivable that the first migration scenario envisages only dual equipment on-board, while the second migration scenario envisages only dual-track equipment. In a third migration scenario, both a trackside and a vehicle-side dual equipment could then be provided, so that ultimately results in three different migration scenarios for each selected order. If the sequences of the sequential migration are changed, a large number of migration scenarios result, from which the optimal migration can be determined at the end. This can be done, for example, in terms of economic or technical aspects.

The multiplicity of migration scenarios can be represented advantageously in a Petri net, as shown in part in FIG. 2 is shown. The initial node N1 represents the technical equipment initial state of the complete route corridor. Starting from the starting node N1, the technical equipment status of the route corridor is changed by means of a migration E1 of a section, which is then represented by the node N2. By further migration of a section, what in FIG. 2 is represented by the edge E2, the final state N3 is reached at which the migration is completed. Starting from N3 to the root node N1, this would be a complete migration scenario, represented by this type of representation.

A further migration scenario could result from the fact that in node N2, which represents a certain equipment state of the route corridor, a migration of a section is carried out, which in figure 2 denoted by E3 and leading to the equipment state of the node N4. This would then be a second migration scenario M2, which at least partially coincides with the first migration scenario M1.

In the end, the various migration scenarios that resulted from the step-by-step migration of the individual sections can be mapped in such a mathematically correct model. Based on this, it is now possible to determine those final states in which at least one section is still equipped with an old system, although this is not required by any vehicle. If such an end node was found, then this is a migration scenario, which does not make much sense for the present case and can be deleted from the large number of migration scenarios. In the Petri net in FIG. 2 this would be done by deleting the end node and then recursively dropping each additional node that only leads to that deleted end node. As a result, the complexity of the network can be significantly reduced and thus limited to the exclusively meaningful migration scenarios.

• "Keine Interoperabilität": Fahrzeuge, die nur das neue System besitzen, können sich nicht auf den für sie vorgesehen Abschnitten bewegen.
• "Interoperabilität": Fahrzeuge, die nur das neue System besitzen und für grenzüberschreitenden Verkehr eingesetzt werden, können sich auf den für sie vorgesehenen Abschnitten bewegen, wobei die Migration jedoch noch nicht abgeschlossen ist.
• "Migration beendet, minimale Umrüstung": Nur Fahrzeuge, die auf das neue System angewiesen sind, wurden umgerüstet; Interoperabilität ist hergestellt, die Migration ist abgeschlossen.
• "Migration beendet, vollständige Umrüstung": Alle Fahrzeuge und alle Strecken sind ausschließlich mit dem neuen System ausgerüstet, es ist kein altes System mehr vorhanden.
• "Migration beendet": Die Migration ist beendet, es handelt es sich aber weder um eine vollständige noch um eine minimale Umrüstung.

After the data has been reduced to the relevant one, a categorization of the states of the Petri net can be made. The subdivision can be divided into the following categories:

• "No Interoperability": Vehicles that only own the new system can not move on the sections intended for them.
• "Interoperability": vehicles that only own the new system and are used for cross-border traffic can move in the sections intended for them, but the migration is not yet completed.
• "Migration finished, minimal retrofitting": only vehicles that are on the new System reliant have been converted; Interoperability is established, migration is complete.
• "Migration completed, complete conversion": All vehicles and all routes are exclusively equipped with the new system, there is no old system available.
• "Migration finished": The migration is finished, but it is neither a complete nor a minimal upgrade.

The division into categories can take place for each node, so that each node belongs to a category. Thus, the migration process is no longer seen as an undifferentiated process, but there is a subdivision into phases. The whole process can be completely automated, so that no intervention is necessary by hand.

Claims (15)

A method for determining an optimal migration from a technical equipment initial state to a final technical equipment state of a vehicle-traveled route corridor, wherein a technical equipment state represents the amount of all route system technical equipment systems, and the equipment initial state the technical equipment system existing on the route corridor the final technical equipment condition represents at least the equipment systems to be installed on the route corridor, characterized by the steps of: Dividing the route corridor to be migrated into at least two sections, Assigning at least one vehicle to one or more contiguous sections of the route corridor, - Identify a migration scenario by sequentially migrating the sections to a state of the art equipment state as soon as possible until the migration is completed and the final equipment state of the route corridor to be migrated is reached, with the technical equipment systems of the relevant section after migration of a section co-operate with the technical equipment systems of the rolling stock concerned, Repeating the previous step with different orders of sequential migration of the sections and determining a plurality of different migration scenarios, and Determine an optimal migration from the large number of ascertained Migration scenarios. A method according to claim 1, characterized by migrating a section to a technical equipment state next possible for the respective section such that a possible technical equipment system is added to the respective section and / or vehicles assigned to the respective section. A method according to claim 1 or 2, characterized by migrating a section to a next-possible technical equipment state for the respective section such that a technical equipment system is removed from the respective section and / or vehicles assigned to the respective section. Method according to one of the preceding claims, characterized in that at any time of migration of a section of the route corridor of the vehicles is passable. Method according to one of the preceding claims, characterized in that the route corridor is a track section and the vehicles are rail vehicles and a technical equipment system is part of a Eisenbahnleit- and -sicherstechnik. Method according to one of the preceding claims, characterized by determining the order of sequential migration of the sections by assigning priorities to the individual sections. Method according to one of the preceding claims, characterized by depositing the plurality of migration scenarios as a directed graph, each node of the graph defining a technical equipment state of the route corridor and each edge of an account to a next node represents the migration of a section. A method according to claim 7, characterized by a Petri net as a directed graph. A method according to claim 7 or 8, characterized in that each end node of the graph as the end point of a migration scenario represents a technical equipment state of the route corridor, in which each section has the technical equipment final state. A method according to claim 9, characterized by determining such end nodes in which at least a portion of the route corridor in addition to the equipment systems to be installed has other equipment systems that are required by any vehicle, and removing all migration scenarios that have detected end nodes. A method according to claim 10, characterized by removing the migration path by recursively removing the respective nodes from the graph, starting from the end nodes that lead exclusively to the end node to be deleted. Method according to one of the preceding claims, characterized by migration of a section as a function of a boundary condition, in particular vehicle-mounted double equipment, trackside double equipment or vehicle and trackside dual equipment. Method according to one of the preceding claims, characterized by determining the optimal migration from the plurality of migration scenarios depending on economic aspects, in particular the efficiency of the migration, and / or temporal aspects, in particular the duration of the migration. Method according to one of the preceding claims, characterized by dividing the route corridor into sections as a function of topological conditions, in particular depending on country borders. Computer program product with program code means for carrying out the method according to one of the preceding claims, when the computer program product is loaded into a computer and executed.

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